U.S. patent application number 15/054552 was filed with the patent office on 2017-08-31 for spring-assist lock and release lower leg front-end stiffener.
This patent application is currently assigned to Ford Global Technologies, LLC. The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to James Chih Cheng, S.M. Iskander Farooq, Mohammed Omar Faruque, Dean M. Jaradi, Srinivasan Sundararajan.
Application Number | 20170247014 15/054552 |
Document ID | / |
Family ID | 58544244 |
Filed Date | 2017-08-31 |
United States Patent
Application |
20170247014 |
Kind Code |
A1 |
Farooq; S.M. Iskander ; et
al. |
August 31, 2017 |
SPRING-ASSIST LOCK AND RELEASE LOWER LEG FRONT-END STIFFENER
Abstract
A vehicle front-end stiffener includes a hinge bracket pivotally
coupled to a support bracket. The hinge bracket supports a
stiffener beam. A spring engages the support bracket and the hinge
bracket biasing the stiffener beam in a deployed position. A moving
element in a locking mechanism can retractably interlock the hinge
bracket when a vehicle exceeds a threshold speed to maintain the
stiffener beam in the deployed position.
Inventors: |
Farooq; S.M. Iskander;
(Novi, MI) ; Sundararajan; Srinivasan; (Ann Arbor,
MI) ; Cheng; James Chih; (Troy, MI) ; Faruque;
Mohammed Omar; (Ann Arbor, MI) ; Jaradi; Dean M.;
(Macomb, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Assignee: |
Ford Global Technologies,
LLC
Dearborn
MI
|
Family ID: |
58544244 |
Appl. No.: |
15/054552 |
Filed: |
February 26, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60R 2021/0004 20130101;
B60R 19/14 20130101; B60R 19/12 20130101; B60R 21/34 20130101; B60R
2021/343 20130101; B60R 19/38 20130101; B60R 2021/0053 20130101;
B62D 25/08 20130101 |
International
Class: |
B60R 21/34 20060101
B60R021/34; B60R 19/12 20060101 B60R019/12; B62D 25/08 20060101
B62D025/08 |
Claims
1. A vehicle front end stiffener comprising: a support bracket; a
hinge bracket pivotally coupled to the support bracket; a stiffener
beam supported by the hinge bracket; and a spring between the
support bracket and the hinge bracket biasing the stiffener beam in
a deployed position.
2. The vehicle front end stiffener of claim 1, wherein the spring
has a first end and a second end, the first end of the spring
engages the hinge bracket and the second end of the spring engages
the support bracket.
3. The vehicle front end stiffener of claim 1 further comprising a
pivot stud pivotally connecting the support bracket and the hinge
bracket.
4. The vehicle front end stiffener of claim 3, wherein a body of
the spring is mounted on the pivot stud.
5. The vehicle front end stiffener of claim 1, wherein the spring
is a torsional spring.
6. The vehicle front end stiffener of claim 1 further comprising a
locking mechanism including a movable element retractably engaging
one of the hinge bracket and the support bracket in the deployed
position.
7. The vehicle front end stiffener of claim 6, wherein at least one
of the hinge bracket and the support bracket defines an opening
aligned with the movable element in the deployed position.
8. The vehicle front end stiffener of claim 6, wherein the locking
mechanism is a solenoid.
9. The vehicle front end stiffener of claim 6, wherein the locking
mechanism locks the stiffener beam in the deployed position when
the vehicle exceeds a threshold speed.
10. The vehicle front end stiffener of claim 6, wherein the locking
mechanism is fixed to the support bracket.
11. A vehicle comprising: a support bracket; a hinge bracket
pivotally coupled to the support bracket and pivotable relative to
the support bracket between a deployed position and an undeployed
position; a stiffener beam supported by the hinge bracket; a
locking mechanism moveable between a locked position engaged with
at least one of the support bracket and the hinge bracket and an
unlocked position disengaged with the one of the support bracket
and the hinge bracket; and a controller programmed to move the
locking mechanism to a locked position when the vehicle travels
above a threshold speed.
12. The vehicle of claim 11 further comprising a spring between the
support bracket and the hinge bracket biasing the stiffener beam in
the deployed position.
13. The vehicle of claim 12, wherein the spring has a first end and
a second end, the first end of the spring engaging the hinge
bracket and the second end of the spring engaging the support
bracket.
14. The vehicle of claim 11, wherein the locking mechanism is fixed
to the support bracket.
15. The vehicle of claim 11, wherein the locking mechanism includes
a movable element retractably engaging at least one of the hinge
bracket and the support bracket in the deployed position.
16. The vehicle of claim 14, wherein at least one of the hinge
bracket and the support bracket defines an opening aligned with the
movable element in the deployed position.
17. The vehicle of claim 11, wherein the locking mechanism is a
solenoid.
18. The vehicle of claim 11, wherein the locking mechanism locks
the stiffener beam in the deployed position when the vehicle
exceeds a threshold speed.
Description
BACKGROUND
[0001] The Global Technology Regulation (GTR) and the New Car
Assessment Program (NCAP) in Europe and Japan specify leg-injury
criteria for pedestrian protection. The regulations are aimed at
preventing the legs of a pedestrian from sliding under a vehicle 10
bumper during a vehicle-pedestrian impact.
[0002] Light duty trucks and sport utility vehicles (SUVs), for
example, may have a relatively high bumper height that could allow
the lower leg to bend and slide under the bumper. Specifically,
light duty trucks have relatively higher bumper heights to provide
ground clearance to clear speed bumps, curbs, parking blocks,
inclined driveway ramps, hills, rough roads, etc. at lower speeds.
Some SUVs and light duty trucks also have off-road capabilities at
low speed that preclude having any components below the bumper. As
such, there is an opportunity to design a vehicle front-end for
pedestrian leg impact energy management while addressing ground
clearance requirements.
BRIEF DESCRIPTION OF THE DRAWINGS
[0003] FIG. 1 is a perspective view of a front end of a vehicle
including front-end stiffener shown in hidden lines.
[0004] FIG. 2 is a perspective view of the vehicle assembly of FIG.
1 showing a stiffener beam of the front-end stiffener in a deployed
position.
[0005] FIG. 3 is a perspective view of a rear side of a portion of
the front-end stiffener showing a moveable element of a locking
mechanism interlocking with a hinge bracket.
[0006] FIG. 4 is the same view of the front-end stiffener shown in
FIG. 3, showing the moveable element of the locking mechanism in a
retracted position.
[0007] FIG. 5 is the same view of the front-end stiffener shown in
FIG. 3, showing the stiffener beam in an undeployed position.
[0008] FIG. 6 is an exploded view of the example of the front-end
stiffener.
[0009] FIG. 7 is a schematic of a control system.
[0010] FIG. 8 is one example of a speed-based deployment logic.
DETAILED DESCRIPTION
[0011] With reference to the Figures, wherein like numerals
indicate like parts throughout the several views, a front-end
stiffener 12 for a vehicle 10 includes a hinge bracket 14 pivotally
coupled to a support bracket 24. The hinge bracket 14 supports a
stiffener beam 36. A spring 40 engages the support bracket 24 and
the hinge bracket 14 biasing the stiffener beam 36 in a deployed
position.
[0012] The stiffener beam 36 is moveable between the deployed
position, shown in FIGS. 1-4, and an undeployed position, shown in
FIG. 5. The stiffener beam 36 may be rotatably moved from the
deployed position to the undeployed position in an upwardly,
vehicle-rearward path. For example, as set forth further below, the
spring 40 may bias the stiffener beam 36 in the deployed position
to provide reinforcement that may be beneficial for pedestrian leg
impact requirements. In contrast, the spring 40 may allow the hinge
bracket 14 to pivot relative to the support bracket 24 such that
the stiffener beam 36 may be moved from the deployed position to
the undeployed position when the stiffener beam 36 contacts ground
obstacles such as speed bumps, curbs, parking blocks, inclined
driveways, ramps, hills, rough roads, etc., to reduce the
likelihood of damage to the stiffener beam 36. As another example,
the spring 40 may allow the hinge bracket 14 to move relative to
the support bracket 24 when the vehicle 10 is used in an off-road
use, where impact with ground obstacles may be more likely.
[0013] As further detailed below, the front-end stiffener 12 may
include a locking mechanism 48 with a moveable element 50 that
retractably engages the hinge bracket 14 and the support bracket 24
to maintain the stiffener beam 36 in the deployed position when the
vehicle 10 exceeds a threshold speed, e.g., greater than 25 KPH.
When the vehicle 10 is traveling at or below the threshold speed,
and/or in an off-road use, the moveable element 50 of the locking
mechanism 48 may be retracted to disengage the hinge bracket 14 to
allow the hinge bracket 14 to rotate relative to the support
bracket 24 in an upward, vehicle-rearward path. If the stiffener
beam 36 contacts ground obstacles such as speed bumps, curbs,
parking blocks, inclined driveways, ramps, hills, rough roads,
etc., when the moveable element 50 is retracted, then the stiffener
beam 36 may rotatably move to the undeployed position, after which
the spring 40 resiliently biases the stiffener beam 36 back to the
deployed position when the ground obstacle is cleared. The
front-end stiffener 12 thereby minimizes complicated linkages and
mechanisms, reducing the cost and complexity of manufacture and
front-end stiffener 12, while also increasing reliability and
durability.
[0014] With reference to FIGS. 1 and 2, the vehicle 10 may include
a bumper 54. The bumper 54 may be supported by a frame 56 of the
vehicle 10, which may include rails (not shown) that extend in a
vehicle fore-aft direction. The bumper 54 may include bumper
reinforcement brackets 60 supporting the front-end stiffener 12, as
set forth further below.
[0015] In the example of the front-end stiffener 12 shown in the
Figures, in the deployed position, the stiffener beam 36 is below
and forward of a front end 58 of the vehicle frame 56, and extends
in a cross-vehicle direction. The stiffener beam 36 may be formed
from metal such as steel or aluminum, plastic, a carbon fiber
composite, etc. The stiffener beam 36 is sufficiently rigid for
pedestrian leg impact energy management.
[0016] With reference to FIG. 1, the vehicle 10 may include a
fascia 64. The front-end stiffener 12 may be hidden from view by
the fascia 64, which may be, for example, in a vehicle-forward
position relative to the front-end stiffener 12. The fascia 64 may
have a class-A surface finish, i.e., a surface specifically
manufactured to have a high quality, finished aesthetic appearance
free of blemishes. In cases where the bumper beam 54 is exposed
without a fascia, a lower air deflector (not shown) may be designed
in front of the stiffener beam 36 to hide the front-end stiffener
12 from view.
[0017] As set forth above, the front-end stiffener 12 includes the
hinge bracket 14 and the support bracket 24. Specifically, as shown
in the Figures, the front-end stiffener 12 may include a pair of
hinge brackets 14 and support brackets 24. Alternatively, the
front-end stiffener 12 may include any suitable number of hinge
brackets 14 and support brackets 24. The hinge brackets 14 and the
support brackets 24 may be formed of metal, such as steel,
aluminum, etc., or any other suitable materials.
[0018] Referring now to FIG. 6, a first end 16 of the hinge bracket
14 may define one or more holes 20. The stiffener beam 36 may also
define holes 38 that align with the holes 20 of the hinge bracket
14. Fasteners 66, such as threaded bolts, can extend through the
holes 38 of the stiffener beam 36 and into the aligned holes 20 of
the hinge bracket 14 to removably mount the stiffener beam 36 to
the hinge bracket 14. A separation element 68, e.g., a rubber
gasket, may be inserted between the stiffener beam 36 and the hinge
bracket 14. One example where inserting the separation element 68
between the stiffener beam 36 and the hinge bracket 14 may be
desirable is if the stiffener beam 36 and the hinge bracket 14 are
formed of dissimilar metals. Alternatively, the hinge bracket 14
may be welded or otherwise fixedly joined to the stiffener beam 36
in any suitable manner.
[0019] A second end 18 of the hinge bracket 14 is pivotally
connected to the support bracket 24. For example, the second end 18
of the hinge bracket 14 may define an aperture 22.
[0020] As shown in FIGS. 2-6, the support bracket 24 may include a
first segment 76 and a second segment 94. The first segment 76 and
the second segment 94 may sandwich the hinge bracket 14
therebetween. Alternatively, the support bracket 24 may be
one-piece.
[0021] The first segment 76 may be configured such that the locking
mechanism 48 can be removably mounted to the first segment 76. The
first segment 76 may also define an aperture 78 that aligns with
the aperture 22 in the hinge bracket 14.
[0022] The first segment 76 may include a portion 82 that defines
at least one hole 80 that aligns with at least one hole 62 in the
bumper reinforcement bracket 60. Referring again to FIG. 6,
fasteners 88 such as threaded bolts can extend through the at least
one hole 62 of the bumper reinforcement bracket 60 into the at
least one aligned hole 80 of the first segment 76 to removably
mount the first segment 76 to the bumper reinforcement bracket
60.
[0023] Alternatively, the first segment 76 may be welded or
otherwise fixedly joined to the bumper reinforcement bracket 60 in
any suitable manner. The first segment 76 may also be removably
mounted, welded, or otherwise fixedly joined directly to the
vehicle frame 56. The first segment 76 may be formed of metal, such
as steel, aluminum, etc., or any other suitable materials.
[0024] The second segment 94 of the support bracket 24 may include
a first portion 26 and a second portion 30. The first portion 26
may define an aperture 28 that aligns with the aperture 22 in the
hinge bracket 14.
[0025] The second portion 30 may extend transversely relative to
the first portion 26. The second portion 30 may define at least one
hole 32. The bumper reinforcement bracket 60 mounted to the vehicle
frame 56 may also define at least one hole 62 that aligns with the
at least one hole 32 defined by the second portion 30. As shown in
FIG. 6, fasteners 86, e.g., threaded bolts, can extend through the
at least one hole 62 of the bumper reinforcement bracket 60 into
the at least one aligned hole 32 of the second segment 94 of the
support bracket 24 to removably mount the support bracket 24 to the
bumper reinforcement bracket 60.
[0026] Alternatively, the second segment 24 may be welded or
otherwise fixedly joined to the bumper reinforcement bracket 60 in
any suitable manner. The second segment 24 may also be removably
mounted, welded, or otherwise fixedly joined directly to the
vehicle frame 56. The second segment 94 may be formed of metal,
such as steel, aluminum, etc., or any other suitable materials.
[0027] A pivot stud 70 may pivotally connect the support bracket 24
and the hinge bracket 14. Specifically, the pivot stud 70 may
pivotally connect the hinge bracket 14 to both the first segment 76
and the second segment 94 of the support bracket 24. The pivot stud
70 may include a shaft 72. In the example shown in the Figures, the
shaft 72 of the pivot stud 70 can extend through the aperture 78 of
the first segment 76 of the support bracket 24, the aperture 22 of
the hinge bracket 14, and the aperture 28 of the second segment 94
of the support bracket 24.
[0028] The pivot stud 70 can have a head 74 with the shaft 72
extending from the head 74. The head 74 of the pivot stud 70 has a
perimeter that is greater than a perimeter of at least one of the
apertures 22, 28, and 78 of the first segment 76, the hinge bracket
14, and the second segment 94. The head 74 of the pivot stud 70 may
abut the first segment 76, the hinge bracket 14, or the second
segment 94, with the shaft 72 of the pivot stud 70 extending
through the apertures 22, 28, and 78 to pivotally connect the first
segment 76, the hinge bracket 14, and the second segment 94. The
pivot stud 70 can be formed of metal, e.g., steel or aluminum.
[0029] As set forth above, the locking mechanism 48 may include the
moveable element 50 that retractably engages the hinge bracket 14
and the support bracket 24 to maintain the stiffener beam 36 in the
deployed position. Specifically, the locking mechanism 48 may
include a base 52, and the moveable element 50 may extend from and
retract into the base 52. The locking mechanism may be of any
suitable type, e.g., a solenoid.
[0030] As shown in the example shown in the Figures, the base 52 of
the locking mechanism 48 may be fixed to the first segment 76 of
the support bracket 24, and the moveable element 50 may extend from
the base 52 and into engagement with the hinge bracket 14, i.e., to
prevent the hinge bracket 14 from pivotally moving along an upward,
vehicle-rearward path. In FIG. 3, the moveable element 50 is an
extended position, retractably engaging the hinge bracket 14 to
maintain the stiffener beam 36 in the deployed position. In FIG. 4,
the moveable element 50 is in a retracted position, not retractably
engaging the hinge bracket 14. As shown in FIGS. 3 and 4, the first
segment 76 of the support bracket 24 may also define an opening 84
through which the moveable element 50 of the locking mechanism 48
can extend and retract. Alternatively, for example, the base 52 of
the locking mechanism 48 may be fixed to the hinge bracket 14, and
the moveable element 50 may retractably extend from the base 52
into engagement with the support bracket 24, i.e., to interlock
with the support bracket 24.
[0031] Referring still to FIG. 4, when the movable element 50 of
the locking mechanism 48 is in the retracted position, the spring
40 biases the stiffener beam 36 in the deployed position. The
spring 40 may have a first end 42 engaging the second segment 94 of
the support bracket 24. The second segment 94 of the support
bracket 24 may include a notch 34 to secure the first end 42 of the
spring 40. A second end 44 of the spring 40 engages the hinge
bracket 14. A body 46 of the spring 40 may be mounted to the shaft
72 of the pivot stud 70. The spring 40 is configured such that it
exerts a force on the hinge bracket 14 that biases the stiffener
beam 36 in the deployed position. The spring 40 may be made of
metal, e.g., steel or aluminum, and be of any suitable kind, such
as a torsion spring.
[0032] As shown in FIG. 5, when the moveable element 50 of the
locking mechanism 48 is in the retracted position, the stiffener
beam 36 may be subject to an external force of sufficient magnitude
(as represented by the arrow F) to overcome the force exerted by
the spring 40 on the hinge bracket 14. In that case, the stiffener
beam 36 may rotatably move upwardly and in the vehicle-rearward
direction to the undeployed position. When the external force
dissipates, or the magnitude of the external force is less than the
force the spring 40 exerts on the hinge bracket 14, the spring 40
will bias the stiffener beam 36 to the deployed position.
[0033] With reference to FIG. 7, the vehicle 10 may include a
control system 200 including a controller 90 in communication with
the locking mechanism 32. The controller 90 may be a
microprocessor-based processor. The controller 90 may include a
processor, memory, etc. The memory of the controller 90 may store
instructions executable by the processor. A sensor (not shown) is
in communication with the controller 90 to communicate data to the
controller 90. Based on the data communicated to the control system
200, the controller 90 instructs the locking mechanism 48 to
position the moveable element 50 of the locking mechanism 48 to be
extended from or retracted relative to the base 52.
[0034] The control system 200 may transmit signals through a
communication network 96 (such as a controller area network (CAN)
bus), Ethernet, and/or by any other wired or wireless communication
network. The controller 90 may use information from the
communication network to control the locking mechanism 48. The
locking mechanism 48 may be connected to the controller 90, or may
be connected directly to the communication network 96.
[0035] The control system 200 may be in communication with a
powertrain module 92 of the vehicle 10. Specifically, the
powertrain module 90 may transmit a signal to the control system
indicating the speed of the vehicle 10.
[0036] The controller 90 is programmed to move the locking
mechanism 48 to a locked position, i.e., with the moveable element
50 extended from the base 52 when the vehicle 10 travels above a
threshold speed. Specifically, when the vehicle 10 travels above
the threshold speed, the controller 90 may instruct the locking
mechanism 48 such that the moveable element 50 extends from the
base 52 and interlocks the support bracket 24 and the hinge bracket
14 to lock the stiffener beam 36 in the deployed position. When the
vehicle 10 travels below the threshold speed, the controller 90 may
instruct the locking mechanism 48 such that the moveable element 50
is retracted relative to the base 52, which allows for relative
rotation between the hinge bracket 14 and the support bracket 24 to
allow the stiffener beam 36 to be rotated to the undeployed
position if impacted by a ground obstacle. The threshold speed may
be, for example, 25 KPH.
[0037] Some vehicles, e.g., light duty trucks, may be operable in
an Off-Road mode in which certain vehicle systems (suspension
and/or powertrain, for example) have settings adapted for operation
on unpaved, rough surfaces and, usually, at lower speeds. Such an
Off-Road mode may be selected manually by the vehicle operator (if
such a switch option is provided for the operator) and/or may be
triggered automatically based on certain detected parameters. When
the vehicle 10 is operating in an Off-Road mode, it is expected
that it will be traveling in an area in which pedestrians are not
likely to be present, and it is assumed that the vehicle 10 will
require the largest possible ground clearance to avoid striking
obstacles. Therefore, in the Off-Road mode, the moveable element 50
of the locking mechanism 48 may be retained in the retracted
position regardless of the vehicle speed.
[0038] FIG. 8 illustrates an example of speed-based retractable
engagement logic 300. At a block 310, if the vehicle control system
200 is in Off-Road mode, the movable element 50 of the locking
mechanism 48 is in the retracted position, regardless of the
vehicle speed, as shown in a box 320. If the vehicle control system
200 is not in an Off-Road mode, then in a box 330, the vehicle
speed is checked to see if it exceeds the threshold speed, e.g. 25
KPH. If the vehicle speed exceeds the threshold speed, then at a
block 350, the controller 90 sends a signal to the locking
mechanism 48 to move the moveable element 50 to retractably engage
the hinge bracket 14 and the support bracket 24, and maintain the
stiffener beam 36 in the deployed position. If the vehicle speed is
the same as or less than the threshold speed, then at a block 340,
the controller 90 sends a signal to the locking mechanism 48 to
move the moveable element 50 of the locking mechanism 48 to the
retracted position.
[0039] The disclosure has been described in an illustrative manner,
and it is to be understood that the terminology which has been used
is intended to be in the nature of words of description rather than
of limitation. Many modifications and variations of the present
disclosure are possible in light of the above teachings, and the
invention may be practiced otherwise than as specifically
described.
* * * * *